Locomotive-boiler



2 Sheets-Sheet 1.

(Hommel.)

- O. B. GOVENTRY.

f LOUOMOTIVE BUILER. No. 287.505. l PaterlltdvOct.v 30, 1883.

W @mess ea (No Model.) 2 Sheets-Sheet 2. l A 0.13.00VBNTRY..

LOGOMOTIVTE BOILER.. I

No. 287.5o5 Patented o@ 3o, 1883. v

,UNITED STATES` CHARLES B. oovENrRY,

PATENT Ottica,

or onions o, ILLINOIS.

.LocoMoTvE-BQILER SPECIFICATION forming `part of Letters Patent vNo. 287,505, dated October 30, 1883, v Application tiled July 11, 1383. (Io model.) l I T @ZZ whom, may concern,.- ff

Be it known that I, CHARLES B. CovEN'rRY, a citizen of the United` States, residing at Chicago, Cook county, Illinois, have invented certain new and Vuseful Improvements in Locomotive-Boilers, of which the following is a specification. The obj ect of my invention, in general terms,

is to construct a locomotive-boiler thatVV shall contain efcient means for more fullyutilizing I the heat of the fuel by using it twice, and for preventing the escapev of sparks and burning particles of coal or wood into the ppen air;V

and my invention consists in certain improve- Ford in Letters Patent No. 272,225, of Feb-- ruary 13, 18,83, which will be fully explained hereinafter. f

Myinvention is further intended to be lim#w ited to -what are known as 'single,77 as dis- -tinguished fromdouble, locomotive-boilers, or those having a centrally-located fire-box with fines extending in different directions therefrom. A boi-ler of this construction isshown in Letters Patent of the United States No.

' 52,117, of January 16, 1866, toItobert F,.Fairlie.

In the drawings, A represents the boiler-,

shell of my improved boiler; B, theheatingfines; C, 'the superheating-ilues;` D, the "front smoke-chamber; E, the rear smoke-chamber;

F, the flange on the front door; G, 'the drum' or projecting piece j ust above the heating-rines;y II, a hole or trap through the saddle of the.l trucks on which the front end of the boilerl rests; I, a rod for opening such trap from the locomotive-cab; J', a man-hole into the rear smoke-chamber; K, alpartition between the heating and superheating iues.k y

Similar letters of reference in the different drawings indicate similar parts.

bottom of the front smoke-chamber. Ybottom of this chamber I make a trap or hole In constructing a locomotive-boiler with my improvements, I place within the same boiler or shell a series of heating-fines anda series of superheatingor return tlues. The. superheating-ilues may be made larger thanthe heating-fines, if desired, or ofthe same size. In the drawings I have represented them as larger.

A partition may be used to separate the heating from the superheating fines, as in my lother patent referred to, or not, as may suit the pleasure of the builder. drawings I have given a sectional view of my 'boiler with this partition omitted.

ments on the boiler patented to me and Alvin` i In Fig. 2 ofthe ."fAt the front end of the heating-fines, and

V just fabove them, I elnploy a drum or oval 'piece of iron, G, whichmay-be made hollow, and which should project out over theends of the heating-iin es into the front smoke-chamber,

and should extend across the end of theboiler 'from side to side. The object of this drum, around which the smoke and heat are drawn as `they enter the superheating-flues, is to stop sparks' and cinders o r live coals that may be carried through the heating-'finca and prevent them from being carried on out through the return-fines into the openair. To further accomplish this same object, I rivet a flange, F, onto the inside of the front door. (Shown in Figs. 1 and 3.) This iiange, by curving back and over, will be struck by the sparks and einders, and, like the drum above described, acting as a deiecting-plate, cause them to fall to the In the extending down through the saddle on which the front end of the boiler 1ests,'and closed with a sliding plate at the bottom, into which hole or tube the coals and cinders stopped, as above, in their passagewill collect. This trap may be either dry or, by connecting a jet of steam with it, wet, so that the live coals may be drowned or extinguished before letting them lfall to the ground. Vith this sliding plate a rod, I, is connected, extending back to the cab ofthe locomotive, by means of which the engineer may open the trap when the Steam is ',shut off and discharge the cinders onto the track below. To more lfully arrest the escape IOO of sparks or cinders, a netting of wire may beV i fastened across the front ends of the returnflues, though the means above described will generally be found sullicient unless the draft be unusually strong.

At the rear end of the superheating-llues I make a smoke-chamber, E, into which the heat and smoke pass before being drawn up through the smoke-stack. This chamber does not extend from the bottom to the top of the boilershell, but, as above indicated, is located in the upper half or portion ofthe shell, and has the superheating-ilues openingdirectly into it.

To facilitate the cleansing of the llues, I make the front door of the boiler extend clear across the end of the boiler, as shown in Fig. l, instead of simplynnaking a man-hole, as is usually the case. The opening of this ldoor exposes all the ilues to view, and readily admits the fullest manipulation in their cleansing or repairing. When closed, this door may be fastened by strong thumb-screws or in any other convenient manner.

At the rear end of the boiler I make a inanhole, J, opening from the outside or from the end of the shell into the smoke-chamber E. This is shown in Figs. 2, 3, and 4, and is intended to permit access to the rear ends of the superheatingllues for cleansing or other purposes. i

Careful and thorough experiments with an actual Working locomotive containing the above improvements have shown me that their use enables me to produce a given amount of steam and power with the consumption of much less fuel than is required where the heat is discharged into the air after 4passing once through the lues, instead of being returned through a second series of ilnes before its escape; that the escape of sparks7 cinders, and burning particles of fuel is reduced-to a minimum by the use of the means above described for their stoppage and discharge, and that the arrangement of both the series of heating and superheating lines in one boiler or shell enables me to dispense with the partition between them described in my other patent above, and still make a strong and efcient locomotiveboiler capable of standing all the strains and shocks to which locomotive-boilers are subjected in actual use.

That I claim, and desire ters Patent, is

l. A locomotive-boiler provided with a series of heating-dues lying in the water, and through which the products of combustion are drawn to convert the water into Wet steam, and a series of superheating-ues above the water-line and surrounded by the wet steam, and through which the products of combustion are returned after passing through the Water or heating lines to convert the wet into dry or superheated steam, and which open directly and from substantially but one direction into a smoke-chamber, E, all arranged in one boiler or shell, substantially as described.

2. A locomotive-boiler provided with a series of heating-fines, a series of super-heatingllues, and adrum orprojectingpiece, G, placed above and projecting -beyond the ends of the heating-dues, whereby the heat shall be de liected out and around such drum before entering the superheatingilues, in combination with a door provided with a dellecting-plate, substantially as described.

3. A door for the frontend of a locomotiveboiler, provided with adeflecting-platc, Il, substantially as described.

C. B. COVENTRY.

to secure by Let- Vitnessos:

THOMAS A. BANNING, C. C. LINTHICUM. 

